Sutherland g



(No Model.)

s. G. GOLQUHOUN.

BRAKE FOR RAILWAYS. No. 276,358. Patented Apr. 24, 1888.

IrH

UNITED STATES A PATENT OFFICE.

SUTHERLA ND G. COLQUHOUN, OF EDINBURGH, SCOTLAND.

B'RAKE FOR RAI LWAYS.'

SPECIFICATION forming part of Letters Patent No. 276,358, dated April 24, 1883.

' Applicationfiled September22,1882. ('Nomodel- PatentedinEnglandMarch18,188(l, No.1,172.

To all whom it may concern:

Be it known that I, SUTHERLAND GRANT OoLoUHoUN, a subject of the Queen of Great Britain and Ireland, and residing in Edinburgh, Scotland, have invented certain Improvements in Continuous Brakes for Railways, (for which I have obtained a patent in Great Britain, dated March 18,1880,No. 1,172,) of which the followingis a specification.

This invention relates to improvements in the arrangement or construction of continuous brakes or brake mechanism for railway carriages, trucks, and wagons, and in the means ot'applying and relieving such brakes from the train or individual vehicles.

In thisimproved brake mechanism the brakeblocks are applied to the wheels by means of levers combined with or connected to the drawrods of the vehicles, and actuated by springs. The grip of the brake-blocks is released by the draft or pull of the locomotive, through the couplings and draw-hooks, overcoming the power of thesprings. When the pull on the draw-rods ceases, as by slackening the speed of the locomotive in going down hill, or by drawing up or by breaking away or uncouplin'g of any of the carriages or wagons, the brakes are automatically applied to the train, or to that portion of it on'which the pull is slackened. A combination of levers connected to the draw-rods and acted on by catches or looking devices operated from the locomotive or conductors van is provided to retain the brake mechanism out of action, andprevent the application of the brakes during shunting operations, or when otherwise desired.

In the accompanyingdrawings, the framing A of a railway-wagon is shown fitted with the improved brake mechanism, Figure 1 being a sectional side elevation 5 Fig. 2, a plan; Fig. 3, a transverse vertical section, partly broken away; and Figs. 4 and 5, detached views, illustrating an arrangement of the locking device for retaining the brake out of action.

The brake-blocks B are hun gfrom the wagonframe-A by jointed links G, and are applied or relieved from the wheels by levers D, jointed to the back of the blocks B. The leversD are centered on adjustable studs (1, carried by brackets E, attached to the framing A, and the inner ends of the levers D are jointed to a cross-head, E, fixed on each draw rod or bar G of the wagon.

Toward the outer end of each draw-bar G is fitted an adjustable sliding block, H, between which and the end Aof the wagonf'raming is fitted a strong spring, I, which is by preference of the spiral or volute form to envelop the draw-bar G. The sliding blocks H are adjusted and fixed to retain the springs I under any desired pressure, and the power of the springs, by pressing the draw-bar inward and acting through thelevers D, applies the brake-blocks A to the wheels. The draft or pull of the locdmotive on the draw-bars, when the wagon is coupled onto a moving train,

overcomes the power of the springs, and, through the levers D, relieves the brake-blocks from the wheels. Theusual volute draw-sprin gs, J, are provided, in addition tothe brake-sprin gs I, and the inner ends'of the draw-bars G are I passed through them and titted with adjusting-nuts g, which only hear on these springs J after the pull of the locomotive has relieved the brake-springs I. i

To the lower side ofeach cross-head E is attached a link, K, jointed to a long transverse oscillating lever, L, which is centered on a stud or pin, 1, on the under side of the framing A, and extends across beyond the side beams of the wagon-frame, where the'outer ends move in guides or guards. The pullot' the locomotive onthe draw-rods G, acting through the verse lever L and brings its ends under catchlevers orlocking devices M, fitted at each side, or at one side only of the wagon-frame. These catch-leversor lockin g devices M are centered on a transverse spindle, N, held in bearings on the frame A, and when in action the hook or holding parts or of the catch-lever retain the oscillating cross-lever L, and through the connecting-links K prevent the brake-blocks being applied by the pressure of the springs I on the draw-bars G. The catches M are, however, only designed for use to prevent the application of the brakes during backingor shunting, when they would otherwise be applied by reason of the pull on the draw-bars being no longer exerted. The catch-levers M are therefore held up out of action, excepting when backing or shunting, by means of a cord or wire, 0,

cross-heads E and links K, oscillates the trans- IOC passing round a pin or pulley, m,on the catch- M and operating cord or wire 0 will only be lever M, round guide-pulleys]? on the framing A, and coupled from wagon to wagon along the entire length of the train. The'end of the cord or wire 0 is wound on a drum on the engine, or in the conductors van, and is let off when the catches M are to be put in action to prevent the application of the brakes. After the backing or shunting operations the catches M are again raised, either by hand or by'pulling-the cord from the engine or van. The hook or holding parts m of the catch-levers M may be fitted above the levers M, so that the oscillating lever L is retained thereby when the catches are drawn upward by thecord, the weight of the levers M in this case causing them to fall down out of action, unless when the cord or wire 0 is drawn tight.

Figs. 4 and 5 are a side elevation and transverse section, showing a modified arrangement as a substitute for the cord or wire in working the catches or looking devices M. In this arrangement one of the catch-levers M is made in the form of a bell-crank, thearm Mof which is held by a small jointed cat'ch,R. The looking device M M is either lifted up by hand until the catch R retains it, or the striking of the oscillating lever L,in passing the hook part m when the locomotive starts, lifts the locking device M M far enough to be caught by the catch R. The small catch R is lifted out of action to release and let down the locking device M M by means of arod or lever operated by an air-cylinder. The center R of thecatch It is carried through the wagon-frame, where a lever, R is fixed to it, and this lever Ris pressed up by the piston of the cylinder S, to which compressed air is admitted by means of the tube or pipe T. This tube T is carried along the wagon and coupled to similar tubes in the adjoining wagons and on the engine, where the supply ofconipressed air is obtained from any ordinary air-compressin g apparatus. Handles l are provided at the ends of the oscillating lever to admit of the brake being relieved by hand. The oscillating lever L may be carried from the center of the wagon to one side only, in which case a single catch-lever required, and the brake-blocks B may be applied to one or both wheels on one axle, or one wheel on each axle, actuating-levers D being fitted to correspond.

What I claim is-- 1. The combination of the car-wheels and brake-blocklevers D with draw-bars G, springs I, and springs J, thelatter cominginto action only after the compression of the springs I and removal of the brakes from the wheels, all substantially as set forth.

2. The combination of the draw-bar of a railway-car and brake-block levers D with a spring, I, and block H, adjustable on the drawbar, as described.

3. The combination of the draw-bar of a railway-car, spring I, and block Hwith acrosshead, E, and pivoted levers D, carrying the brake-blocks for the wheels, substantially as specified.

4. The combination of the draw-bars ot' a railway-car, springs 1, blocks H, and brakelevers D D with a hand-lever,L, connected by links K to the draw-bars, whereby the brakes may be relieved by hand.

5. The combination of the brake-levers of a railway-car, draw-bar, and spring controlling said brake-levers with an oscillating lever, L, connected to the brake-levers, and a locking device for said lever L, under the control of the conductor or engineer, substantially as set forth.

6. The combination of the brake'levers of a railway-car, draw-bar, and spring controlling said brake-levers with a lever, L, connected to the said bar, locking devices M M, and catch therefor, and an air-cylinder operating said devices, under the control of the engineer, substantially as described.

Intestimony whereofI have signed my name to this specification in the presence of -two subscribing witnesses.

SUTHERLAND GRANT COLQUl-IOUN.

Witnesses VVALLACE FAIRWEATHER, ROBERT WYLIE. 

